Multiple vehicle braking apparatus



A. L. LEE ETAL l MULTIPLE VEHICLE BRAKING APPARATUS Nov. 3, 1964 4 Sheets-Sheet 1 Filed Oct. 24, 1962 INVENTORS ARTHUR L. LEE

BY ARTHUR B. COVAL SEMI, J

un; ATTORNEY Nov. 3, 1964 A. L. LEE ETAL A 3,155,197

MULTIPLE VEHICLE BRAKING APPARATUS JNVENToRs .n ARTHUR L. LEE

BY ARTHUR B. COVAL 'CLN ATTORNEY Nov. 3, 1964 A. 1 LEE ETAL MULTIPLE VEHICLE BRAKING APPARATUS 4 Sheets-Sheet 3 Filed Oct. 24, 1962 IN V EN TORS ML. at c m ga/m MW/W mm PP. Y r i) Nov. 3, 1964 A. L. I EE ETAL.

MULTIPLE VEHICLE BRAKING APPARATUS 4 Sheets-Sheet 4 Filed 0G11. 24, 1962 United States Patent 3,155,197 MiJLiPLE VEHEQLE BRAKING APPARATUS a Arthur L. Lee and Arthur B. lovai, Qolurnbus, @li-io, .assignors to Consolidation Coal Qompany, Pittsburgh, Pa., a cerporatien of Pennsylvania Filed ct. 24, 1952, Ser. No. 233,266 la Claims. (Cl. 18S-86) This invention relates to a vehicle braking apparatus and more particularly to a kinetic absorption braking apparatus for supplying an auxiliary braking force to a vehicle.

The present application is a continuation-in-part of our copending application Serial No. 3,942, iled ianuary 2l, i960, now forfeited, and assigned to the assignee of the present invention.

The present invention contemplates the provision of a continuous hydraulic circuit, or a combination of a hydraulic circuit and friction braking means, to absorb kinetic energy generated by the motion of a vehicle to be braked. Through the use of the hydraulic circuit, kinetic energy may be absorbed and the heat generated during the absorption may be easily dissipated.

One form of the present invention provides a positive displacement pump which may be drivingly connected to the vehicle Wheels to continuously pump fluid through a variable resistance device in a closed hydraulic circuit. A clutch is provided to disengage the positive displacement pump from the vehicle Wheels when no braking force is required. When it is desired to apply a braking force to the vehicle, the clutch is engaged and the hydraulic circuit is restricted by the variable resistance device so that the back pressure from the hydraulic circuit requires an increased driving torque to be supplied to the positive displacement pump. This increased driving torque required by the positive displacement pump exerts a braking force in the vehicle since, when the clutch is engaged, the positive displacement pump is drivingly connected to the wheels of the vehicle. The clutch operates to disengage the positive displacement pump so that the positive displacement pump does not consume and dissipate power of the vehicle prime mover during those operating conditions when the vehicle is not being braked.

A second form of the present invention provides for a combination hydraulic circuit and mechanical friction braking means to apply a braking force to the vehicle. A unique combination multiple disc brake-centrifugal pump unit is drivingly connected to the vehicle wheels through a clutch mechanism. The clutch mechanism is operable to drivingly connect the combination multiple disc brake-centrifugal pump unit to the wheels of the vehicle when the vehicle is to be braked and to disengage the unit from the Wheels of the vehicle when the vehicle is not to be braked. The combination multiple disc brakecentrifugal pump unit, when being driven by the vehicle wheels, applies a frictional braking force to the vehicle and, at the same time, pumps hydraulic fluid through a closed circuit to impose an increased torque requirement upon the pump and to more easily dissipate heat generated bythe absorption of kinetic energy created by the motion of the vehicle. As in the other form of the invention, the clutch operates to disengage the combination multiple disc brake-centrifugal pump unit from the Wheels of the vehicle so that the unit does not consume and dissipate power from the vehicle prime mover during conditions when the vehicle is not to be braked.

A third form of this invention provides a positive displacement pump which is drivingly connected to the vehicle wheels to continuously pump iiuid through a closed circuit. The positive displacement pump is a gll? Patented Nov. 3, 1964 gear type pump which has movable bushings or end plates. The postive displacement pump does not circulate iuid in the closed hydraulic circuit when the end plates are spaced from the rotating gears. A fluid pressure actuated device is arranged to move the end plates into sealing relation with the rotating gears to circulate the fluid in the closed hydraulic circuit. A valve controls the rate of flow through the circuit and the pressure ofthe uid in a portion of the circuit. A second means, responsive to the pressurized iuid in the closed hydraulic circuit, further urges the pump end plates into sealing relation with the rotating gears.

The valve device utilized in the third form of the invention serves as restrictor device in the closed hydraulic circuit to control the uid pressure of a portion of the circuit. The valve device includes a positive means to relieve the fluid pressure on the pump end plates when the operator releases the auxiliary brake. The valve device includes a pressure regulating means for the hydraulic circuit.

ln this form of the invention the gears of the positive displacement pump are directly connected to the vehicle drive train through the pump drive shaft. When the brake is disengaged, the gears freely rotate in the pump housing and do not circulate iiuid through the closed hydraulic4 circuit Abecause the pump end plates are in spaced relation with the gear side Walls.

The present invention, in all embodiments', also contemplates a master control linkage operated by the vehicle operator to actuate the auxiliary braking apparatus prior to the conventional vehicle braking system so that a braking force will be imposed upon the vrvehicle prior to the braking force imposed by the conventional braking system. Throughout this specification, the term conventional braking system" will be utilized to designate a braking system of the type oridinarily provided on automotive vehicles. Generally, the conventional braking systemwill consist of a closed hydraulic circuit actuated by a master cylinder which transmits the force applied to the master cylinder to brake shoe units operatively connected to the wheels of the vehicle. The term conventional braking system also encompasses the compressed air actuated vehicle braking systems such as are utilized on large trucks.

It is recognized in the iield of automotive braking that one of the major problems encountered is the fact that the brake system components are subject to high temperatures generated by the absorption of kinetic energy created by the motion of the vehicle. The high temperature operation of the conventional braking system components causes the components to become distorted and to vary from their manufactured sizes. This variation in size and shape produces a phenomenon known as brake fade during which the brakes of a vehicle have reduced effectiveness. VIf the amount of Work required of the conventional braking system can be reduced, the high temperatures associated with the conventional braking system can also be reduced and the likelihood of the occurrence of brake fade can be correspondingly reduced or eliminated. In addition to the reduction of brake fade, if the Work load of the conventional braking system can be reduced, the component parts of the conventional brake system will have an increased life. The auxiliarly braking system of the present invention serves to reduce the overall speed of the vehicle before the conventional braking system is actuated. This initial reduction in speed, accordingly, reduces the amount of work required by the conventional braking system in bringing the vehicle to a stop. Thus, the present invention reduces the possibility of the occurrence of brake fade on the conventional braking system and also increases the life of the component parts of the conventional braking system.

Provision is made in the master control linkage of the present invention to over-ride the vehicle auxiliary braking apparatus in the event of malfunction of the auxiliary braking apparatus so that the functioning of the conventional braking system will be unimpaired by malfunctioning of the auxiliary braking apparatus.

With the foregoing considerations in mind, it is a primary object of the present invention to provide an efficient kinetic absorption vehicle braking apparatus.

lt is another object of this invention to provide a kinetic absorption braking apparatus utilizing a continuous hydraulic circuit to apply braking force to the vehicle and to dissipate the heat generated by the absorption of the kinetic energy of the vehicle.

Another object of this invention is to provide a brake utilizing a continuous hydraulic circuit in which the pump of the circuit rotates only when a braking force is to be applied to the vehicle.

Still another object of this invention is to provide an eflicient auxiliary braking apparatus to apply a braking force to the vehicle in addition to the braking force provided by the conventional vehicle braking system.

A further object of the present invention is to provide master control linkage to actuate both the conventional vehicle braking system and the auxiliary braking apparatus in proper sequence to provide most eliticient vehicle braking.

Another object of the invention is to provide an auxiliary braking apparatus whose braking force on the vehicle may be progressively increased by the vehicle operator.

These and other objects of this invention will become apparent as this description proceeds in conjunction with the accompanying drawings.

In the drawings:

FIGURE 1 is a schematic view of a braking apparatus constructed in accordance with the principles of the present invention.

FlGURE 2 is a schematic view of a second embodiment of a braking apparatus constructed in accordance with the principles of the present invention.

FlGURE 3 is a schematic view of a third embodiment of a braking apparatus constructed in acordance with the principles of the present invention.

FIGURE 4 is a view in side elevation of the positive displacement gear pump.

FiGURE 5 is a sectional view of the modulating valve utilized in the embodiment illustrated in FIGURE 3.

Descrpton-Embodment I Referring now to FlGURE 1, there is shown an embodiment of the invention which utilizes a continuous hydraulic circuit to apply a braking force to a vehicle. The braking apparatus shown in FIGURE l consists of a clutch mechanism itl, a positive displacement pump l2, a fluid reservoir 14, dump valve 16, a pressure regulator or variable resistance 1S, master cylinder 2d, master control linkage 22, and the associated iiuid conduit.

For purposes of illustration, in FIGURE 1 and 2 the braking apparatus has been shown operatively associated with a vehicle transmission 24. The transmission Z4 may be of the constant mesh type disclosed and claimed in Reissue Patent Number Re. 24,327, issued to Arthur L. Lee on I une ll, 1957. The transmission 24 has an input shaft 26 which is driven by the vehicle prime mover (not shown). The input shaft 26 drives a series of constant mesh gears which have hydraulic clutches associated therewith operable to engage various speed ratios. An output shaft Z8 is driven at various xed speed ratios of the input shaft speed. The output shaft 28 rotates as a unit with the transmission clutch housing 29 and the transmission gear 3tl. Gear Si) meshes with transmission gear 32 which rotates as a unit with the transmission clutch housing 33 and the brake shaft 34. Transmission output shaft 2S is ordinarily the vehicle drive shaft which drives the driven wheels of the powered vehicle. It will be appreciated that the brake shaft 34 is, by virtue of its constant mesh driving connection with the transmission output shaft 2S, drivingly connected to the wheels of the vehicle and rotates at a speed proportional to the vehicle speed. Thus, as shown in FlGURE 1, the braking apparatus is operatively associated with a brake shaft 34 mounted on the vehicle transmission. However, the brake shaft 31% of the braking apparatus could be attached directly to a vehicle axle, the vehicle differential, or other components of a vehicle which would drive the brake shaft 34 at a speed proportional to the vehicle speed.

The brake shaft 34 has a universial connection 35 therein. Beyond the universal connection 35, brake shaft 3ft has a clutch driving portion 36 secured thereto for rotation therewith. Clutch driving portion 36 is free to move axially of shaft 3d but can not rotate relative to shaft 3d. A housing-like clutch driven portion 38 envelopes the clutch driving portion 36 and rotates relative thereto when the clutch it) is disengaged.

Clutch driven portion 33 has an axially extending aunular outer wall dit, an axially extending annular intermediate vvall 42, and an annular inner wall 44. An inner annular piston 46 occupies the space between the inner wall til and the intermediate wall 4,2. Annular piston do has 0-rings 46a which provide a fluid seal between the annular piston and walls 42 and 44. An outer annular piston 48 occupies the annular space between intermediate wall d2 and outer wall 49 and has O-ring seals 48a to provide a fluid seal with those walls. An inner fluid actuating chamber 5t) and an outer fluid actuating chamber 5?; are created by the location of the respective annular pistons 46 and 4S between walls 42 and 44 and walls 49 and 42 respectively.

Clutch driving portions 36 has three annular friction surfaces 54a, Seb and 54C formed thereon. When fluid under pressure is admitted to actuating chamber 50, annular piston do is forced into contact with friction surface 54a, and forces friction surface 54C into contact with the end wall of clutch driven portion 38. In a like manner, when fluid is admitted to the actuating chamber 52, annular piston d8 moves into contact with a friction surface 5419 and forces friction surface Sfc of the clutch driving portion 3d into contact with the end wall of the clutch driven portion 38. Thus, when either one or both of the chambers 59 and '52 have pressurized fluid admitted to them, the clutch driving portion is engaged by the clutch driven portion so that there is rotary power transmitted through the clutch assembly lil.

The clutch driven portion 38 has passages 56 and 53 formed therein. The passages 56 and 58 pass through the pump shaft 60 which is formed integrally with the clutch driven portion 3S. A fixed journal member 62 supports the rotatable pump shaft dit and has formed therein annular passages 6d `and 6d which communicate with passages 5d and 53 respectively to admit fluid into passages 56 and 58. Passages S6 and 53 communicate with chambers 5t? and 52 respectively to admit fluid into chambers 5t) and 52 under clutch actuating conditions as will be described.

The pump shaft dll drives the positive displacement pump 1.2 when pump shaft @il is rotated. The positive displacement pump 12; may be of any suitable form, its exact construction forming no part of the present invention. Pump l2. may, for example, be a standard gear pump. An extension 68 of the pump shaft 6d extends through the housing of the positive displacement pump i2 and has a fan 7d secured thereto. Fan 7d may be so positioned as to draw ambient air over the housing of pump 12 to dissipate heat which may be accumulated by the pump housing. Pump l2 and fan 70 are shown schematically. it will be appreciated that a suitable heat exchanging housing may be designed for pump l2 to utilize the heat exchange provided by the fan 70 most eiciently.

The positive displacement pump l2 has a pump suction inlet 72 and a pump pressure outlet 74. A pump inlet conduit 76 from the reservoir 14 communicates with the pump suction inlet 72;. A pump outlet conduit 78 conducts pressurized huid from the pump outlet 74 to the pressure inlet port 8i? of the dump valve lo.

in addition to the pressure inlet port Sil, dump valve 16 has a first outlet port S2, a second outlet port S4, a third outlet port S6, and a dump valve control handle 37. A dump valve iii-st outlet conduit 88 connects the outlet port 82 With the pressure regulator or variable resistance i8. The dump valve second outlet conduit connects the outlet port 85.1 with the journal member 62 so that the dump valve second outlet port communicates with the clutch outer actuating chamber 52. The dump valve third outlet conduit 92, connects the third outlet port 86 to the fluid reservoir i4.

The dump valve 16 has two operating poistions which are governed by the position oi dump Valve control handle 87. The control handle S7 is spring loaded to the raised position as shown in FIGURE l. When in this raised position, handle 87 positions the dump valve i6 so that the pressure inlet port Sii communicates with the third outlet port S6 and prevents iluid communication with the first and second outlet ports S2 land 84 respectively. When the dump valve control handle 87 is forced downwardly to its actuated position, the pressure inlet port Si) communicates simultmeously with the rst and second outlet ports 82 and 84 respectively, and the outlet port 85 is closed. The purpose of dump valve le Will become apparent as this description proceeds.

The pressure regulator or variable resistance i8 is provided to throttle the hydraulic circuit and to control the pressure within the hydraulic circuit. While a pressure regulating valve is shown in this embodiment, any equivalent structure which will create a variable resistance to the iiovv of hydraulic iluid through the circuit may be utilized. The pressure regulator has a pressure inlet port 9d and a pressure outlet port gd. A pressure control spring 98 controls the pressure of the :duid in conduit 88 since the greater the force exerted by spring 93, the greater pressure required in conduit Sti to overcome the force of the spring and permit idow of iiuid through regulator i8. The pressure control spring 9S has a dual function insomuch as it also serves as one of the overriding links oi the auxiliary braking apparatus. This over-riding function wiil be explained in greater detail at a later point in this description. A conduit ld@ is provided to connect the outlet port 96 of the regular 1S with the reservoir 14.

The pressure regulator iii, although not shown in detail, is conventional in construction. it has a throttle valve member Which controls the ovv of iiuid between the pressure inlet port 94 and the pressure outlet port 9o. The throttle valve reciprocates relative to the fixed valve seat under the iniluence of fluid pressure within the inlet port 9d. To accomplish movement of the throttle valve in response to iiuid pressure, a iiexible diaphragm is secured to the valve stern and is exposed to iiuid pressure within the inlet port 9d. |The uid pressure urges the diaphragm to open the throttle valve and permit increased uid flow through the regulator. This diaphragm motion is opposed by the force of a spring within the regulator which tends to close the throttle valve, thereby reducing the amount oi ilotv. The spring within the regulator is attached at one end to a cam follower which causes the spring to be placed under varying degrees of compression between the diaphragm and the cam follower depending upon the position or" a cam slidably received in the top ot the pressure regulator.

The cam is rigidly secured to spring 93 in the variable resistance actuating arm lilo. Thus, when the actuating arm llo is moved to the right, as viewed in FIGURE l,

the spring 9S is placed under increased compression. This movement causes the cam in pressure regulator i3 to move to a position that increases the compression on the spring Within regulator 18. When the 4compression is increased on the spring Within regulator l, the pressure under the diaphragm required to oppose the spring force and move the throttle valve away from the seat must be increased to be effective. It will be seen that the spring 98, by positioning the cam, controls the compression of the spring Within regulator 1S which, in turn, controls the amount of pressure that must be built up Within the inlet port 94 of regulator iS before the throttle valve is unseated and flow through regulator 18 takes place. it will also be noted that the greater the pressure required to unseat the throttle valve, the greater is the back pressure in line $8 and the greater is the resistance to iiovv in the circuit including pump 12.

The master cylinder Ztl which provides pressurized iiuid to the Vclutch actuating chamber Sil is provided to generate uid pressure when actuated by the piston plunger lltl. The master cylinder is of conventional construction and its exact structure forms no part of the present invention. When piston plunger 102 is forced to the right as viewed in FlGURE 1, a tiuid pressure is generated in conduit 134 which connects the master cylinder Ztl to the journal member 62 and provides fluid communication from master cylinder 2i) into the clutch inner iuid actuating chamber Si?. Operatively connected to the plunger 102, an over-riding link consisting of an outer cylinder )ldd and a spring this is provided for a purpose to be described. The spring 1.93 biases the plunger piston itil away from the opposite end Wall of cylinder Sitio.

The master control linkage 22 consists of the conventional vehicle brake pedal titl which is pivoted about the xed pivot lid for movement relative thereto. The brake pedal liti is arranged to actuate the master cylinder i12 for the conventional vehicle braking system. The hydraulic line M3 conducts fluid from master cylinder H2 to the conventional braking system. Further, the pedal il@ has associated therewith and connected thereto the variable resistance actuating arm M6 which controls the dump valve actuating cam illlS and also has connected thereto a master cylinder actuating arm 12@ which isV secured at its other end to the cylinder lilo of the overriding link.

The reservoir i4 may be equipped With a liquid cooling system which is a part of the Vehicle cooling system and which is cooled through the vehicle engine radiator. ln this event, the reservoir casing is provided with iiuid coolant passages (not shown) and cooling circuit lines 122 and 24 are provided to conduit Water from the reservoir casing coolant passages through the vehicle radiator. This reservoir cooling system is an optional feature of the instant brake apparatus. In some applications to which the brake will be put, the frequency of operation and the amount of braking force required will require that additional cooling means be provided to cool the hydraulic circuit of which the reservoir M is a part. in other applications, the reservoir 14 can be cooled sufficiently by the passage of air about its casing.

Operation-Elvtbodiment I With the foregoing details of construction and arrangement in mind, the operation of the present braking apparatus may be considered. In order to fully describe the braking apparatus, it will be considered as installed on a powered vehicle having a prime mover driving the transmission 24 which in turn drives Wheels of the vehicle. The vehicle will be considered in motion and the braking apparatus will iirst be considered in its unactuated condition.

With the brake in the unactuated condition, and the vehicle in motion, the transmission input shaft 26 will be driven by the prime mover and will drive the transmission output shaft 28 at any one of several xed speed ratios depending upon the speed ratio of transmission 24 then engaged. The brake shaft 34 will be driven at a speed proportional to the transmission output shaft 2S and therefore proportional to the vehicle speed. The brake pedal 110 will be in the unactuated position shown in FIGURE 1. The resistance actuating arm 116 and the cam 113 will be in the position shown in FlGURE l. The master cylinder 20 will not be actuated since the plunger actuating arm 120 will not be moved. The dump valve 16 will be in its normal position so that the inlet S will communicate with the outlet 8d and vent any fluid in conduit 7S back through conduit 92 to the reservoir 14.

In this unactuated condition of the braking apparatus, the clutch 10 will be disengaged since neither chambers S0 nor 52 will have iluid pressure conducted to them. The brake shaft 34, being driven at the transmission output shaft speed, Will drive the clutch driving portion 36. With the clutch disengaged, however, no driving force will be transmitted from the clutch driving portion 36 to the clutch driven portion 3d. The positive displacement pump 12 will, accordingly, be at rest. The fan 7? will not be rotating.

The braking apparatus will next be considered as it is actuated to provide a braking force to the moving vehicle. When the vehicle operator considers the vehicle speed to be excessive, he depresses the brake pedal 11i?. The first movement or" brake pedal 110 actuates the master cylinder to provide pressurized tluid in conduit 104 which conducts the pressurized fluid to the inner actuating chamber of clutch 10. This action causes the clutch 10 to be engaged with a force proportional to the pressure generated by master cylinder 2i?. This engagement of clutch 10 is sufficient to initiate rotation of pump shaft dit and to initiate the rotation of the positive displacement pump 12. The positive displacement pump 12 as it begns to rotate draws tiuid from reservoir 14 through inlet conduit 76 and discharges it through outlet conduit 7 S to the dump valve 16. The dump valve 16 remains in its unactuated position so that the fluid entering the inlet port Sil is vented into the discharge port $6 and back to reservoir 14 through conduit 92.

As the vehicle operator further depresses the brake pedal 110, the resistance actuating arm 116 is moved to the right as viewed in FIGURE 1 so that cam 11S is moved to the right as viewed in FIGURE 1. This movement of actuating arm 116 and cam 118 has a two-fold effect. First, the cam 118 as it moves to the right, causes the dump valve control handle d'7 to be depressed by the cam surface 11851 moving over it. As cam surface 118e depresses the dump valve control handle S7, the dump valve is moved to its actuated position so that the inlet port Si) noW communicates simultaneously with outlet ports 82 and Se and the outlet port 86 is blocked. Fluid from the positive displacement pump discharge port 74 must now pass into conduits d3 and 9i? rather than being returned to the fluid reservoir 14.

The conduit 88 conducts the pressurized fluid through the pressure regulator or variable resistance 1g. The second elect attributable to the movement of the resistance actuating arm 116 is that the spring force on pressure control spring 98 more firmly exerts a force on the pressure regulator to `increase the pressure required in conduit 88 before lluid may ow through the pressure regulator 13 into conduit 1d@ and back to the fluid reservoir. The back pressure created by the variable resistance 1S causes a resisting force to be exerted upon the impeller of the positive displacement pump 12. Thus, an increased driving torque is required by the impeller of the positive displacement pump 12.

In addition to the increased driving torque required by the positive displacement pump impeiler, the higher pressure produced in line 38 also finds its way into conduit 90 which is in simultaneous communication with the inlet port 86 and outlet port S2 of the dump valve 16. The

-pressurized fluid in conduit is conducted to the journal member d2 and thence into the outer clutch actuating chamber 52. Thus, the clutch 10 is more forcefully engaged by virtue of the fact that the high pressure in conduit 9i) exerts the engaging force on the clutch piston 48 to engage clutch 10.

It will be noted that as the operator continues to de press the brake pedal, the resistance actuating arm 116 causes an increasingly greater force to be applied to the pressure regulator so that the pressure in conduits 88 and 9i? is increased still further. The back pressure in conduit 78 is accordingly further increased and the driving torque required by the impeller of positive displacement pump 12 is also increased. This increased driving force on the impeller of pump 12 is transmitted back through the shaft 6i), the clutch 10, and the brake shaft 34 to exert a braking force on the transmission output shaft 2S and eventually on the wheels of the vehicle. Further, the clutch 10 is more forcefully engaged by the pressure in conduit 9G so that it is able to transmit this increased driving force without slippage of clutch 10.

As the operator still further depresses the brake pedal 11i), it finally comes into Contact with the actuating portion of master cylinder 112 which actuates the conventional vehicle braking system. Thus, the auxiliary braking system shown in FGURE 1 is actuated to provide a braking force to the vehicle prior to the actuation of the conventional braking system controlled by master cylinder 112.

During those periods when the pump 12 is being driven through clutch 10, the fan 7? operates to draw ambient air over the housing of pump 12 to dissipate heat which may be generated in the hydraulic circuit. In addition, the optional cooling system for reservoir 14, which consists of conventionally formed coolant passages in the reservoir casing connected to the vehicle radiator by cooling lines 122 and 124, may be utilized depending upon the application of the braking apparatus of the instant invention.

The over-ridingr linkage consisting of the cylinder 106 and the spring 10S is provided to insure that any mal function of the auxiliary braking apparatus will not prevent operation of the conventional braking system controlled by master cylinder 112. The spring 108 is ordinarily of such strength that the forces applied to master cylinder actuating arm 120 will not be suicient to compress it and, for all practical purposes, it is a rigid member connecting actuating arm 12) and plunger 102. However, if the master cylinder should malfunction so as to become frozen in place, for example, then an increased force applied to the brake pedal 110 by the vehicle operator can compress spring 10S to allow movement of the brake pedal without a corresponding movement in the master cylinder 20. Further, the pressure control spring 93 has a function similar to the over-riding link formed of cylinder 106 and spring 108. The control spring 98 will also permit movement of brake pedal 110 in the event that the pressure regulator valve 13 becomes frozen and cannot be moved.

DescrpIon-Embodz'ment II Referring now to FIGURE 2, a second embodiment of the vehicle braking apparatus Will be described in detail. The braking apparatus of FIGURE Z consists generally of a clutch mechanism 21?, a combination multiple disc brake-centrifugal pump unit 212, fluid reservoir 214, on-oi control valve 216, master cylinder 220, master control linkage 222, and associated uid conduit.

As in the previously described embodiment, the braking apparatus of FIGURE 2 will be described as it is installed on a specially provided braking shaft of the vehicle transmission. The constant mesh transmission 224 has a transmission input shaft 226 which is driven by the prime mover (not shown) of the vehicle. The transmission output shaft 22S is driven at various xed speed ratios to the input shaft 226. The transmission output shaft 228 is the drive shaft for the vehicle and drives the vehicle wheels (not shown). A gear 230 is operatively secured to output shaft 228 and rotates as a unit therewith. Gear 232 rotates as a unit with the brake shaft 234 and meshes With gear 230.

Brake shaft 234 has a universal 235 therein and nonrotatably receives the clutch driving portion 236 as shown in FIGURE 2. The clutch driving portion is free to move axially of brake shaft 234. A housing-like clutch driven portion 238 envelopes the clutch driving portion 236 and has an outer axially extending annular Wall 240 and an inner axially extending annular wall 242. An annular piston 244 is received between the inner and outer walls 242 and 240 and is sealed relative thereto by O-ring seals 244:1. Pressurized iiuid, when conducted to fiuid actuating chamber 246 formed behind annular piston 244, forces piston 244 into engagement with annular friction surface 248a formed on the clutch driving portion and forces the clutch driving portion friction surface 24812 into contact with the end wall of housing 238 to engage the clutch driving portion. A passage 250 is formed in the clutch driven portion 238 and in the clutch driven shaft 252 formed integrally therewith to permit iiuid to enter the actuating chamber 246 and thereby actuate clutch 210. A fixed journal member 254 surrounds the rotatable clutch driven shaft 252 and has formed therein an annular passage 256 to permit constant fluid communication between the stationary journal member and the passage 250 in the rotating clutch driven portion.

The clutch driven shaft 252 extends through the combination disc brake and pump unit 212 and forms an integral part thereof to be described. Shaft 252 has an extension 258 to which is nonrotatably secured fan 260 Which may be adapted to draw ambient air over the housing 262 of the combination brake and pump.

The generally cylindrical internal surface of housing 262 has annular brake discs 264 splined thereto so that brake discs 264 may move axially relative to housing 262 but can not rotate relative to housing 262. Formed in one end wall of housing 262 is an annular iiuid actuating chamber 266 which receives annular piston 268. O-ring seals 268a seal annular piston 268 relative to the annular iiuid actuating chamber 266.

Splined to the clutch driven shaft 252 are a series of combination pump impeller-brake plates 270. The pump impeller-brake plates 270 are of substantial thickness and are generally cylindrical in form. The cylindrical plates 270 have parallel circular end surfaces. Passages 272 are formed in plates 270 between the end surfaces. Passages 272 are formed in the shape of a conventional centrifugal pump impeller. Thus, the plates 270 perform the dual function of brake discs and centrifugal pump impellers.

A uid inlet passage 274 is formed longitudinally in shaft 252. This passage 274 has a series of branches 276 which communicate with central openings in plates 270 to permit iiuid communication from passage 274 into the passages 272 of the respective plates 270.

A fixed journal member 278 surrounds the rotatable extension 258 of shaft 252 and has an annular passage 280 therein to provide a continuous iiuid inlet from the stationary journal member to the rotating shaft passage 274. An inlet conduit 282 communicates with the journal member and conducts uid from the reservoir 214 to the journal member 278. A check valve 284 is provided to permit ow through conduit 282 only from reservoir 214 to passage 274 and not in the reverse direction.

A centrifugal pump outlet conduit 286 communicates with the interior of housing 262 and conveys iiuid under pressure from the housing back to reservoir 214.

The function of the combination multiple disc brakecentrifugal pump unit 212 may be summarized With the foregoing details of its construction in mind. The individual impe'ller-brake plates 270 having the passages 272 formed therein are the equivalent of centrifugal pump impellers. Fluid enters the plates 270 through passage 274 and is pumped with a centrifugal pumping action into the conduit 286 which returns it to reservoir 214. This circulation of iiuid tends to cool the combination brake and pump unit 212 and also induces an additional driving torque on the shaft 252 since the passage of uid. through the circuit tends to inhibit rotation of the shaft 252. Thus, the circulation of fluid from reservoir 214 through the unit 212 and back to reservoir 214 serves the dual purpose of cooling the unit 212 and requiringA an additional driving torque on shaft 252.

The annular piston 268 in the unit212 is provided to actuate the braking function of the combinationl unit. When fluid under pressure is admitted to chamber 266, piston 268 is forced axially against the plates 270 andcauses them to move axially into frictional engagement with the discs 264 splined to the housing 262. Thus. a frictional braking force is created between the rotating shaft 252 and the stationary housing 262. A conduit 288 conveys liuid under pressure from master cylinder 220 to chamber 266 when master cylinder 220 is actuated.

The on-off control valve 216 is provided to control the flow of pressurized fluid to the clutch 210. The control valve 216 has a pressure inlet 290, a pressure outlet 292, and a vent outlet 294. A pressure inlet conduit 296 joins a source of fluid pressure (not shown) to the pressure inlet 290 of valve 216. Any source of pressure may be utilized for the pressure to inlet 290. For example, an accessory pump on the vehicle transmission or an accessory pump on the vehicle engine may provide the pressure for the conduit 296. A conduit 293 conducts fiuid under pressure from valve 216 to the journal member 254 and thence into chamber 246 of clutch 210. Conduit 298 may also vent chamber 246 when the valve 216 is so positioned to provide venting of chamber 246. Vent conduit 300 providesthe pressure return to the source of pressure for valve 216.

In some instances it is desirable not to have an alternate source of pressure provide pressure for clutch chamber 246. In these instances, conduit 298 is made to communicate with conduit 288 and the valve 216 is not utilized. In such instances master cylinder 220 provides pressurized fluid for both the clutch chamber 246 and the actuating chamber 266 of unit 212.

The master control linkage 222 includes the brake pedal 302 which pivots about a fixed pivot 306. A master cylinder 304 for the conventional vehicle brak-Y ing system is provided in proximity to pedal 302 to be actuated by pedal 302 in sequence with the auxiliary braking apparatus. A hydraulic line 305 conducts pressurized iiuid from master cylinder 304 to the conventional braking system. A pair of over-riding units 308 having springs 310 are provided in the on-of valve actuator linkage 312 and the master cylinder actuator linkage 314 respectively. These over-riding units are similar to those described in connection with the previously described embodiment of the invention.

As in the case of the previously described embodiment of FIGURE 1, the reservoir 214 may be provided with an optionai liquid cooling system which consists of liquid coolant passages formed in the casing of reservoir 214 and liquid coolant lines 316 and 318 adapted to connect the reservoir cooling system With the conventional vehicle cooling system. This optional coolant system mayl be provided when the applications of the auxiliary braking apparatus so require.

Operation--Embodimenl Il With the foregoing details of construction and arrangement of the braking apparatus of FIGURE 2 in mind, its function will be considered. As before, the braking system will be considered on a vehicle with a prime mover driving transmission input shaft 226 Which in turn drives transmission output shaft 228 and brake l. shaft 234 at a speed proportional to the vehicle speed. The braking apparatus will rst be considered in its unactuated position as shown in FIGURE 2.

In the actuated position shown in FIGURE 2, the onoff control valve 216 is in its normal unactuated position so that conduit 2% from the source of fluid pressure (not shown) is closed and so that conduit 298 communicates with vent conduit 388 to vent conduit 298 to the return for the source of pressure. Since conduit 298 is vented, chamber 246 of clutch Zit) is vented and clutch 210 is disengaged. With clutch 210 disengaged and the vehicle in motion, shaft 228 is rotating at a speed proportional to the vehicle speed, and brake shaft 234 is rotating at a speed proportional to the vehicle speed. The clutch driven shaft 252 is stationary since clutch 210 is disengaged.

With the brake in the unactuated position shown in FIGURE 2, the master cylinder 228 is not actuated and there is no pressurized uid in conduit 288. Accordingly, there is no braking force on the combination brake and pump unit 232. Since the shaft 2152 is stationary, no iluid is being pumped from reservoir 214 through unit 2.1.2.

Consider now the vehicle having attained speed where the vehicle operator wishes to impose a braking force on the vehicle to reduce its speed. The operator depresses brake pedal 302. The master cylinder 220 will be actuated to provide a braking force in the combination brake and pump unit 212 by providing uid under pressure in chamber 266. At the same time, the valve 216 will be actuated so that the pressure from conduit 296 will be conducted through conduit 298 into chamber 246 of clutch 218 to thereby engage clutch 218 and drivingly connect shaft 252 with the brake shaft 234. Thus, the shaft 252 and brake discs 278 of the combination brake and pump 212 will begin to rotate and pump uid through the unit 212 from reservoir 214 and back to reservoir 214. This pumping of fluid will serve to both cool the unit 212 and provide a resisting torque on the shaft 252. With the brake 210 engaged, this resisting torque imposed on shaft 252 by the fluid resistance and by the braking force exerted by annular piston 268 will be transmitted to the brake shaft 234. The brake shaft 234 being driven at a speed proportional to the output shaft 228, and accordingly being rotated at a speed proportional to the vehicle speed, will exert a braking force on the vehicle.

As the operator continues to depress the brake pedal 302, he will engage the actuating portion of valve 384 to actuate the conventional vehicle braking system.

As described in connection with the previously described embodiment of FIGURE l, the over-riding linkages 308 have springs 310 of sufiicient force so that there is no relative movement in the linkages unless there is an abnormal malfunction of master cylinder 220 or on-oif valve 206 in which case a suihcient force may be exerted by the vehicle operator to overcome the force of springs 318 and actuate the conventional vehicle braking system in spite of the malfunction of the auxiliary braking apparatus.

It will be noted that the braking apparatus of the instant invention provides normally deactuated kinetic absorption braking systems which may be actuated to provide etilcient braking force to a vehicle. The advantage of no horsepower loss when the brake is unactuated and the 4further advantage of providing hydraulic circuits to aid in dissipation of the heat generated by the absorption of the kinetic energy created by the motion of the vehicle are present in these novel structures.

Descrptzon-Embodz'ment III Referring now in detail to FIGURES 3, 4 and 5, another embodiment of this invention is illustrated. In this embodiment the transmission and the shafts extending therefrom are not illustrated. In FIGURE 3 the drive shaft 358 extending from the pump generally designated by the numeral 352 is connected to the vehicle drive train such as shaft 34 or shaft 28 illustrated in FIGURE l. With the arrangement illustrated in FIGURE 3 the pump drive shaft 358 rotates when the vehicle is-rnoving. kThe speed of rotation of shaft 358 is, therefore, proportional to vehicle speed. f

The positive displacement pump 352 has a housing 354 in which there are three intersecting cylindrical chambers 35i., 353 and 355. Gears 356, 358 and 368 are positioned in the respective chambers with gears 356 and 360 meshing with gear 358. The gears serve as an impeller means for the pump 352. The shaft 35i) which is connected to the vehicle drive train is schematically illustrated as the journal of gear 358. Gears 356 and 360 have oppositely extending journals 362 and 364 which are suitably supported in bushings to maintain the gears.

in proper meshing relation with each other.

The housing 354 is so constructed that the chambers 351, 353 and 355 provide a closely spaced peripheral wall or shroud 370 around the gears 356, 358 and 360 so that the gears upon rotation in the respective chambers may circulate fluid therearound by trapping the fluid between the gear teeth and the peripheral shroud 370.

Interposed between the housing 354 and the gears 356, 358 and 360 are six bushings 357 constructed of suitable bearing material. The gear journals 362, 364 and 350 are suitably supported in the respective bushings 357. The three bushings on the .right side of the gears in FIG- URE 3 are, for convenience, called end plate 366 and the three bushings on the left side of the gears are called end plate 368.

The cylindrical chambers 351, 353 and 355 have an axial dimension greater than the combined axial dimensions of the gears and end plates so that the end plates are movable relative to the gears within the chambers. As illustrated in FIGURE 3 the end plate 368 is spaced from the gears 356, 358 and 368, as indicated at 359. In this position with the space 359 between end plate 366 and gears 356, 358 and 360 the pump 352 is inoperative and the rotation of the gears will not circulate fluid within the respective chambers. To circulate fluid within the chambers both end plates 366 and 368 must be in abutting sealing relation with the side Walls of gears 356, 358 and 360. The huid within the chambers will urge the end plates 366 and 368 away from the gear side walls so that a positive means must be provided to urge the end plates 366 and 368 against the side walls of gears 356, 358 and 368 if the pump 352 is to circulate fluid therethrough.

A bracket 372 is provided to urge the end plate 368 against the side walls of gears 356, 358 and 360. A similar bracket 374 is positioned to urge end plate 366 against the opposite sides of the gears. The bracket 372 has a laterally extending piston 376 positioned in a cylinder 378. Other pistons 388 and 382 are positioned in cylinders 384 and 386. The pistons 388 and 382 are also arranged to urge the bracket 372 and end wall 368 against the side walls of gears 356, 358 and 360. Pistons 388 and 390 abut bracket 374 and are positioned in cylinders 392 and 394. The pistons 388 and 390 are arranged to urge brackets 374 against end wall 366 to oppose the forces exerted by pistons 380 and 382 on end wall 368 and thereby sealingly position gears 356, 358 and 360 between end Walls 366 and 368.

Positioned above the pump housing 354 is a surge tank 396 that has an opening 398 connected to a suction port in pump housing 354. The housing 354 is suitably cored to provide passageways from suction port 398 to outlets Where the oil is picked up by the rotating gears as indicated by the dotted lines in FIGURES 3 and 4. The housing isy also suitably cored to provide a passageway for the pressurized fluid to flow from the pump housing 354 to outlet port 480. The gear pump 352 circulates. tluid in the same manner as a conventional positive displacement gear pump. In the pump schematically illustrated in FIGURE 3, however, the end walls 366 and 368 are movable so that when the brake is not actuated the end walls are in spaced relation with the side wall of the gears and the pump 352 is inoperative to circulate iluid in the circuit. In the brake actuated position, the end walls 366 and 358 are urged against the gear side walls by means of bracket 372 and bracket 374, as later described. When the end wall 368 is urged against the gear side walls, the positive displacement pump circulates rluid between inlet suction port 398 and outlet pressure port 400. In a brake disengaged position wherein the end walls 366 and 368 are spaced from the gear side walls, the gears do not, because of this spaced relationship, circulate the iluid between the inlet port 393 and the outlet port 40d. Within the housing 352 there are internal passagcways 401 which connect the pressure side of the pump, i.e. adjacent outlet port 499, with the cylinders 384, 386, 392 and 394.

The pump outlet port 400 is connected by means of a conduit 402 to the inlet port 404 of a modulator valve .generally indicated by the numeral 406. The modulator valve 406 is illustrated as being separate from the pump 352 and connected thereto by means of conduits. lt should be understood, however, that the modulator valve 406 could readily be formed as a part of the pump housing and internal passageways formed in the pump housing to provide many of the conduits hereinafter described.

The modulator valve 496 is shown in detail in FlG- URE and has an inlet port 404 and an outlet port 403. The modulator valve 405 has other outlet ports 4l@ and 412 which will be later described. The valve 4de has an outlet port 414 which is internally connected to the pressure port 404. A conduit 4&5 connects valve outlet port 414 to a conventional hydraulic motor 4l3 which drives a fan 426. A conduit 422 connects the hydraulic motor to a common conduit 424 which leads to the sump or reservoir 426. The valve outlet port 438 has a main conduit 428 connected thereto. A branch conduit 436 connects' main conduit 428 to surge tank 336. The conduits 428 and- 430 may be so constructed and sized that approximately 37 percent of the iluid circulated by pump 352 is recirculated to surge tank 396 through conduit 439. Approximately another 37 percent of the iluid circulated by pump 352 is conducted through conduit 428 to sump 426. A branch conduit 432 is connected to conduit 423 and conducts approximately 25 percent of the lluid circulated by pump 352 to a heat exchanger 434. A conduit 436 conducts the iluid from the heat eX- changer 434 to common return conduit 424. With this arrangement approidmately 25 percent of the iluid circulated by pump 352 is conducted to the heat exchanger 434 where it is cooled by means of fan 423. Approximately 37 ercent of the iluid circulated by pump 352 is conducted to the surge tank 396. The remaining iluid is conducted to the sump or reservoir 426.

The control for the braking apparatus illustrated in FIGURE 3 includes `a conventional brake pedal 4413 which actuates a master cylinder 442 for the kinetic absorption braking apparatus. The brake pedal 4423 is further arranged to actuate the master cylinder 444 for the conventional vehicle braking system. A hydraulic conduit 446 conducts pressurized lluid from the master cylinder 444 to the conventional braking system. A conduit 448 conducts pressurized iluid from cylinder 442 to both the modulator valve 466 and the pump housing 354 through branch conduits 45t? and 452. The conduit 454B has another branch conduit 454 which provides pressurized iluid for a pilot operated actuator Within modulator valve 406 which is later described. With this arrangement pressurized fluid is simultaneously conducted from cylinder 442 through conduits 448, 452 and 45d to the pump housing 354 and the modulator valve 4&6 respectively. The conduit 452 is connected to the cylinder 373 within pump housing 354 so that when the operator depresses pedal 440, master cylinder 442 conducts pressurized iluid through conduit 443 and 452 to the rear face of piston 376 within cylinder 373 to thereby urge bracket 372 and end wall 368 toward the side walls oi gears 356, 358 and 36d. Simultaneously, pressurized fluid is conducted through conduits 45d and 454 to the modulator valve 4th?.

The modulator valve 4% is illustrated in section in FIGURE 5 and includes a housing 4o@ with a central cup shaped chamber The valve inlet port 464 is connected to chamber 462 by passageway 464. Similarly, outlet port 4tlg is connected to chamber 462 by an annular outlet passageway 456. A cup shaped valve member 453 is slidably positioned in chamber 462 and is arranged to move axially in chamber 452 to close outlet passageway 466 as indicated in dotted lines in FIG- URE 5. A coil spring 47d urges valve member 468 toward an open position. Circular end plate 472 encloses the end of the valve housing 46@ and maintains the spring 47d within chamber 462. Suitable O-rings 474 and snap rings 476 are provided to maintain the end plate 472 in position and seal the end of chamber 462.

A passageway 473 connects outlet port 4l4 with inlet passageway 464. With this arrangement iluid at elevated pressure is conducted from valve 406 through outlet port 433.4 to the hydraulic motor 418.

The valve housing 4e@ has a longitudinal bore 43th axially aligned with the chamber 462. A bore of reduced diameter 432 connects the bore 48d with the chamber 442. The other end of push rod 434 has an annular member 435i positioned thereon. The annular member 433 is movable relative to the push rod 434. A second annular member 49d is positioned on the push rod 434 in spaced relation to the member 433. Snap rings 492 and 494 limit movement of the annular members 483 and in one direction on the rod. A coil spring 49d maintains the annular members 433 and 49d in spaced relation to each other and against the snap rings 492 and 494 respectively. A cup shaped piston 4% is slidably positioned in Ibore 430 and has an annular shoulder 5% against which annular member 433 on push rod 432 abuts. The housing 45@ has end closure members 5h12 and 5434 which include inlet ports 506 and 503 for pressurized lluid from conduits 45d and 454. rl`he closure members 532 and 3&4 -are suitably secured tothe housing 46d yby means of bolts Slt?. The closure .member 592 has an internal bore which forms an extension of bore 48d in housing dell. The bore 43@ has a drain passageway 5l2 which is connected to outlet port 4N. Suitable means may be provided to return the tluid from outlet port @lill to the sump or reservoir 42d.

With the above described structure, when the operator depresses pedal 444i, pressurized lluid is generated by master cylinder 442 and enters valve inlet port 5% from conduit 45d. The pressurized linid acts on the rear face of the piston 498 1and urges thel push rod 432 through annular member 483 tov/ard tl e largs cup shaped valve 463. The push rod 432 extends through the bottom wall 467 of cup shaped valve 443 and transmits the axial movement of piston 493 to valve 44S. The movelment of push rod 462 moves the cup shaped valve 4.48 from the position indicated in full lines in FlGURE 5 toward the position indicated in dotted lines against the reaction or coil yspring 47d in chamber 462. The movement of valve 463 tends to restrict the annular outlet passageway 466 and serves as a restrictor to the circulation of -luid by pump 352 through valve 466. The restriction by means of vmve 463 increases the pressure of the fluid within chamber 452 `and in turn provides a resistance to rotation of `gears 356, 35d and 36%. This resistance to rotation is transmitted through shaft 3.333

to the vehicle drive train which provides a braking force to the vehicle.

The valve housing 46h has another longitudinal bore 514 which is parallel to the bore The closure member 5434 has a bore 516 axially aligned with bore 514. The housing 4e@ has a passageway SiS connecting the chamber 462 with the bore 514 at 52d. The housing 463 has another passageway 522 connecting bore5l4 at 524 to outlet port 4t2. Positioned within bore 534 there is a susana? slidable spool 52d. The spool 526 has an enlarged annular section 528 and sections 53h and 532 of reduced diameter. The enlarged section 528 eiiectively seals the bore 514 while sections 53u and 532 are sized to provide cavities between the spool 526 and the bore 514 for the ilow of liuid. The spool 526 has 'ocres 534 and 536 in its end portions, A coil spring 538 is positioned in valve housing bore l4 and abuts an end wall of bore 536 of spool 526 thus urging the spool 526 toward inlet port 56S. In this position the spool enlarged portion 523 blocks pressure passageway 51S at 52d and the passageway 522 communicates with bore 514. rThe housing 46h has another passageway 54h that connects the bore 514 with the chamber 462 behind the valve 4655. Thus in the position illustrated in FIGURE 5 the portion of chamber 462 behind valve 468 would be connected to outlet port 4t2 through passageway 54d, bore 514 and passageway 522.

Within bore 516 of closure member 594 there is a piston 542 which has a rod-like end portion 544 extending into bore 534 of spool 526. An -ring 546 provides a lluid tight arrangement of piston 542 in bore S. A suitable drain passageway 543 may be provided to remove any liuid that may leak into bore 516 and oppose movement of piston 542. With this arrangement pressurized duid is supplied to inlet port ilti from conduit 454. The piston 542 moves axially away from inlet port 5% and moves spool valve 526 against spring 538. The spool valve 526 is constructed to move a suliicient distance to close the passageway 522 at 524 and open passageway 51S at 52h. ln this position the chamber 462 behind valve 468 is open to the same iluid pressure as chamber 462 in front of valve 45S. The front portion of chamber 462 communicates with the portion of the chamber 462 behind valve 4=5S through passageway 5i?, bore 5M and passageway As previously stated, passageway 522 is closed by the spool enlarged portion 52S. With this arrangement when the operator depresses pedal 440 both piston 49S and piston 542 move in a direction to compress respective springs 47u and 538. Through the movement of spool 525 against spring 538 the rear wall 467 of the valve 46S is subjected to a huid pressure to provide a balancing pressure for the valve 463. With this arrangement, the Ioperator does not oppose, through pedal 449, the full braking pressure created in valve The pilot valve 526 serves also as a positive means to release the valve 46S from its tlrrottling position over outlet passageway 466 when the operator releases pressure on pedal 444). The spool 526 is operator actuated in that the pedal 444i provides pressure to conduit 454 which moves the spool against the force of spring 538 to conneet the pressure port at 52u to passageway 54d. When the operator releases the pressure in conduit 454 the spring 538 moves the spool to connect outlet port 4712 to passageway 54@ so that the pressure behind the cup shaped valve is vented. This relieves the balancing pressure on the valve 46S so that the spring 47@ and the huid pressure in chamber 452 moves valve 468 to the full open position.

Operation- Embodimem III With the foregoing details or" construction and arrangement in mind, the operation of the braking apparatus illustrated in FIGURES 3-5 will be considered. The braking apparatus may be considered as installed on a powered vehicle having a conventional drive system. The drive shaft i) of pump 352 is connected to the drive train of the vehicle so that shaft 35d rotates at a speed proportional to the speed of the vehicle.

The vehicle will be considered in motion and the braio ing apparatus will be rst considered in its unactuated condition.

In the unactuated condition, the pump end walls 3:56 and 36S are spaced from the side walls of gears 356, 355 and 369. The pump shaft is rotating at a speed pro-- ld portional to that of the speed of the vehicle and the gears within the pump 352 are rotating. Because the pump end walls 36d and 36S are spaced from the gears, duid is not eing circulated from inlet portion 398 to outlet port 400.

When the operator actuates the braking apparatus the first movement of the brake pedal 44d actuates the master cylinder 442 to provide pressurized iluid in conduit 448. rlhrough branch conduits 45h, 454 the pressurized uid is delivered to the modulator valve 4%. The same pressurized iluid is delivered through conduit 452 to cylinder 37S within the pump housing 354. The pressurized iluid within cylinder 378 moves piston 376 and bracket 372 to urge end wall 36S against the side walls of gears 356, 35S and 369. This initial movement of end wall 368 is sufficient to energize the pump so that the pump begins to circulate fluid from inlet port 398 to outlet port 400. The iluid is conducted to the modulating valve 406 through conduit 462. Depending upon the amount of braking force desired by the operator, the valve 468 is moved against spring 470 by means of push rod 484 to partially close the outlet passageway 466.

The movement of valve 46S restricts 4the circulation of iluid through the valve 406 and increases the fluid pressure in conduit 492 between pump 352 and valve 406. The increase in huid pressure and the restriction of circulation of tluid by the gears of pump 352 opposes the rotation of shaft 35@ and provides a braking force for the vehicle. pump 352 serves as an auxiliary braking apparatus for the vehicle.

As soon as there is a pressure build up in chamber 462 of valve 4%, the fluid, under the same pressure, is conducted to cylinders 384, 386 and 392 through passageways itil to urge pistons 380, 382, 388 and 390 against the brackets 372 and 374. Thus the end plates 366 and 36S are urged into sealing relation with the gear side walls with the same pressure as that in valve chamber 462. With this arrangement the pump 352 continues to circulate iluid through the conduits while the valve member 468 throttles the :dow of huid through outlet passageway 465.

A portion of the pressurized uid flows from valve chamber 462 through passageway 478 to outlet port 414. The pressurized fluid is utilized to drive hydraulic motor 418 which in turn drives fan 42h. Thus the motor 418 is only driven when the auxiliary brake is actuated because only pressurized Huid generated by brake actuation is utilized to drive the motor 418.

The fluid leaving valve 496 through outlet port 408 is distributed to tank 3%, reservoir 426 and heat exchanger 434. The size of conduits 423, 430 and 432 may be suitably proportioned so that approximately 37 percent of the iluid is conducted to tank 396, 37 percent conducted to reservoir 426 and 25 percent to the heat exchanger. Depending on the frequency of use of the auxiliary brakes, the volume of iluid conducted to the heat exchanger may be altered by changing the conduit sizes so that either a greater or lesser amount of fluid is circulated to the heat exchanger 434.

The springs within valve 406 are so proportioned that at a predetermined pressure the valve member 468 will move the push rod 484 against spring 496 so that push rod 484 will move axially relative to member 488 and piston 493. Thus the valve member 496 may be constructed to limit the pressure within the conduit 492 to a preselected pressure such as 2,000 psi.

When the operator releases the pressure in cylinder 442 the valve member 462 moves to a full open position and relieves all pressure in conduit 402 which through passageways 4M in pump housing 352 releases the pressure in cylinders 384, 386, 392 and 394. At the same time, pressure in cylinder 378 is released so that the pump end walls 366 and 368 move away from the gears 356, 358 and 3nd. In this position the gears rotate within the pump housing but do not unnecessarily circulate fluid in the circuit. With this arrangement our auxiliary braking In this manner the positive displacement l? apparatus in a brake disengaged position requires only enough energy from the vehicle to idle three gears in a lubricant bath. When engaged, our braking apparatus is operable to exert a positive braking force on the Vehicle, which braking force is instantly relieved when the operator releases the brake pedal.

It should be understood that although our invention has been described as utilizing a three gear positive displacement pump, other positive displacement pumps having movable end walls can be used with equal facility.

According to the provisions of the patent statutes, we have explained the principle, preferred construction and mode of operation of our invention and have illustrated and described what We now consider to represent its best embodiments. However, we desire to have it understood that, within the scope of the appended claims, the invention may be practiced otherwise than as specifically illustrated and described.

We claim:

l. Auxiliary braking apparatus for a driver controlled vehicle having a plurality of wheels and a conventional braking system for the wheels including, first control means to actuate said auxiliary braking apparatus and second control means to actuate said conventional braking system, said auxiliary braking apparatus comprising a normally unactuated kinetic absorption means comprising a continuous iiuid circuit, a pump in said circuit arranged to circulate iiuid around said circuit, said pump having a drive shaft, connecting means between said pump drive shaft and said rotating shaft, iiuid operated disengaging means to render said pump inoperative to circulate fluid through said circuit while said shaft is rotating, resistance means in said circuit to increase. the resistance to rotation of said pump drive shaft and thereby exert a retarding force on said rotating shaft, said iirst control means operable to engage said uid operated disengaging means so that said pump circulates iiuid through said circuit and operable to actuate said resistance means to thereby exert a retarding force on said rotating shaft, and a manually controlled actuator connected to both said rst control means and said second control means, said manually controlled actuator operable in a rst position to actuate only said auxiliary braking apparatus and in a second position to actuate both said auxiliary braking apparatus and said conventional braking system.

2. Auxiliary braking apparatus for a driver controlled vehicle having a plurality of wheels, and a conventional braking system for said wheels including a control means to actuate said conventional braking system, said auxiliary braking apparatus comprising a normally unactuated kinetic absorption means including a iixed housing portion and a rotatable portion actuatable to rotate relative to said xed housing portion, said kinetic absorption means adapted to absorb kinetic energy generated by the motion of said Vehicle when said rotatable portion is actuated to rotate relative to said housing portion, said rotatable portion and said housing portion being at rest when said rotatable portion is not actuated, drive means including a clutch connecting said rotatable portion to at least one of said vehicle Wheels, said clutch having a driving portion and a driven portion, said clutch driving portion operatively connected to at least one of said wheels to be driven at a speed proportional to said vehicle speed, said clutch driven portion non-rotatably secured to said kinetic absorption means rotatable portion, an auxiliary control means operable to actuate said clutch so that said kinetic absorption means rotatable portion rotates at a speed proportional to said vehicle speed, and a manually controlled actuator connected to both said first control means and said second control means, said manually controlled actuator operable in a iirst position to actuate only Said auxiliary braking apparatus and in a second position to actuate both said auxiliary braking apparatus and said conventional braking system.

3. The combination of claim 2 wherein said kinetic 18 absorption means fixed housing portion and rotatable portion together form a combination liquid cooled multiple disc brake and centrifugal pump unit that is operable to pump fluid in a hydraulic circuit which serves to dissipate heat generated by said kinetic absorption means when said kinetic absorption means is actuated.

4. Auxiliary braking apparatus for a driver controlled powered vehicle having a plurality of wheels, and a conventional braking system for said wheels including a first control means to actuate said conventional braking system, said auxiliary braking apparatus comprising a fluid circuit including rotary pump means for partially dissipating the kinetic energy generated by the motion of said Vehicle, said rotary pump means having an impeller and a housing, said impeller being actuatable to rotate relative to said housing to circulate iiuid through said circuit upon rotation of said impeller, drive means including a clutch drivingly connecting said pump means to said vehicle wheels, said clutch having a driving portion and a driven portion, said clutch driving portion operatively connected with said wheels to be driven at a speed proportional to said vehicle speed, said clutch drive-n portion nonrotatably secured to said rotary pump means impeller, an auxiliary control means to actuate said clutch so that said rotary pump means impeller is driven at a speed proportional to said vehicle speed, and a manually controlled actuator connected to both said iirst control means and said auxiliary control means, said manually controlled actuator operable in a iirst position to actuate only said auxiliary braking apparatus and in a second position to actuate both said auxiliary braking apparatus and said conventional braking system.

5. Braking apparatus for a powered vehicle having a prime mover, a plurality of wheels including driven wheels, and drive means for transmitting power from said prime mover to said driven wheels, said braking apparatus comprising a continuous hydraulic circuit, a positive displacement pump in said circuit having a rotatable impeller and a fixed housing operable to pump iiuid through said circuit, variable resistance means in said hydraulic circuit operable to increase the pressure in a portion of said circuit to thereby incre-ase the resistance to rotation exerted on said pump impeller, a fluid reservoir to maintain iiuid in said circuit, a dump valve in said hydraulic circuit having a pressure inlet port adapted to receive pressurized iiuid from said pump, a iirst outlet port communicating with said variable resistance means, a second outlet port, a third outlet port communicating with said fluid reservoir, a dump valve control means operable to selectively connect said pressure inlet port simultaneously with said rst and second outlet ports, pump drive means including a iuid actuated clutch connecting said pump to said vehicle wheels, said liuid actuated clutch having a driving portion and a driven portion, said clutch having iirst and second iiuid actuating chambers constructed to cause engagement of said clutch driving portion with said clutch driven portion when either of said chambers is supplied with pressurized uid, said clutch driving portion operatively connected to at least one of said vehicle wheels for rotation at a speed proportional to said vehicle speed, said clutch driven portion nonrotatably secured to said pump impeller, master cylinder means actuatable to generate tluid pressure in said clutch iirstpactuating chamber, conduit means connecting said clutch second actuating chamber to said dump valve second outlet port for duid communication therewith, and master control means operable to actuate said braking apparatus by actuating in sequence said master cylinder means to drivingly connect said pump impeller to at least one of said vehicle wheels through said clutch, said dump valve control means to connect said dump valve pressure inlet port with said dump valve iirst and second outlet ports, and said variable resistance means to increase the pressure in said hydraulic circuit been said variable resistance means and said pump to thereby increase the resistance to rotation exerted on said pump impeller, said hydraulic circuit in- 'iii creased pressure causing an increased pressure to be con` ducted to said clutch second actuating chamber to more forcefully engage said ciutch, and said increased resistance to rotation exerted on said pump impeller exerting a braking force on said vehicle.

6. Auxiliary braking apparatus for a driver controlled powered vehicle having a prime mover, a plurality of wheels including driven wheels, a conventional braking system having a driver operated control means to actuate said conventional braking system, and a drive means for transmitting power from said prime mover to said driven wheels, said auxiliary braking apparatus comprising a continuous hydraulic circuit, a positive displacement pump in said circuit having a rotatable impeller and a fixed housing operable to pump iluid through said hydraulic circuit, variable resistance means in said hydraulic circuit operable to increase the pressure in a portion of said circuit to thereby increase the resistance to rotation exerted on Said pump impeller, a fluid reservoir to maintain liuid in said circuit, a dump valve in said hydraulic circuit having a pressure inlet port adapted to receive pressurized iluid from said pump, a iirst outlet port communicating with said variable resistance means, a second Outlet port, a third outlet port communicating with said iiuid reservoir and a dump valve control means operable to selectively connect said pressure inlet port simultaneously with said first and second outlet ports, pump drive means including a fluid actuated clutch connecting said pump to said vehicle wheels, said uid actuated clutch having a driving portion and a driven portion, said clutch having rst and second uid actuating chambers constructed to cause engagement of said clutch driving portion with said clutch driven portion when either of said chambers is supplied with pressurized fluid, said clutch driving portion operatively connected to at least one of said Vehicle wheels for rotation at a speed proportional to said vehicle speed, said clutch driven portion nonrotatably secured to said pump impeller, master cylinder means actuatable to generate duid pressure in said clutch irst actuating chamber, conduit means connecting said clutch second actuating chamber to said dump valve second Outlet port for uid communication therewith, and master control means to actuate said conventional braking system and said auxiliary braking apparatus by actuating in sequence said master cylinder means to drivingly connect said pump impeller to at least one of said vehicle wheels through said clutch, said dump valve control means to connect said dump valve pressure inlet port with said dump valve first and second outlet ports, said variable resistance means to increase the pressure in said hydraulic circuit between said variable resistance means and said pump to thereby increase the resistance to rotation exerted on said pump impeller, and said conventional braking system driver operated control means, said hydraulic circuit increased pressure causing an increased pressure to be conducted to said clutch second actuating chamber to more forcefully engage said clutch, said increased resistance to rotation exerted on said pump impeller exerting an auxiliary braking force on said vehicle, and said master control means causing said auxiliary braking apparatus to be actuated prior to said conventional braking system.

7. Braking apparatus for a powered vehicle having a prime mover, a plurality of wheels including driven Wheels, and drive means for transmitting power from said prime mover to said driven Wheels, said braking apparatus comprising a continuous hydraulic circuit, a uid reservoir in said circuit, a combination liquid cooled multiple disc brake and centrifugal pump unit in said circuit operable to pump liquid through said circuit, said combination brake and pump unit having a xed housing with a plurality of discs nonrotatably secured thereto, a rotatable impeller with a plurality of impeller-brake plates nonrotatably secured thereto and rotatable therewith, and a liuid pressure actuating chamber receiving a piston operable to force said plurality of impeller-brake plates into t n@ frictional engagement with said plurality of discs when said chamber is supplied with pressurized liquid, brake and pump unit drive means including a iluid actuated clutch connecting said unit to said vehicle wheels, said iiuid actuated clutch having a driving portion and a driven portion, said clutch having a fluid pressure actuating charnber constructed to cause engagement of said clutch driv.

ing portion with said clutch driven portion when said clutch chamber is supplied with pressurized fluid, said clutch driving portion operatively connected to at least one oi said vehicle wheels for rotation at a speed proportional to said vehicle speed, said clutch driven portion nonrotatably secured to said combination disc brake and centrifugal pump unit impeller, master cylinder means actuatable to generate iluid pressure in said combination disc brake and pump unit actuating chamber to exert a braking force on said impeller, a source of pressurized fluid, iiuid conducting means actuatable to selectively conduct said pressurized fluid to said clutch actuating chamber to thereby engage said clutch driving portion with said clutch driven portion, and master control means operable to actuate said braking apparatus by actuating said iiuid conducting means to drivingly connect said combination brake and pump unit impeller to at least one of said vehicle wheels by engaging said clutch, and by actuating said master cylinder means to exert a braking force upon said impeller.

8. Auxiliary braking apparatus for a driver controlled powered vehicle having a prime mover, a plurality of wheels including driven wheels, a conventional braking system having a driver operated control means to actuate said conventional braking system, and drive means for transmitting power from said prime mover to said driven wheels, said auxiliary braking apparatus comprising a continuous hydraulic circuit, a iiuid reservoir in said circuit, a combination liquid cooled multiple disc brake and centrifugal pump unit in said circuit operable to pump liquid through said circuit, said combination brake and pump unit having a xed housing with a plurality of discs nonrotatably secured thereto, a rotatable impeller with a plurality of impeller-brake plates nonrotatably secured thereto and rotatable therewith, and a iiuid pressure actuating chamber receiving a piston operable to force said plurality of discs and said plurality of impeller-brake plates into frictional engagement with each other when said chamber is supplied with pressurized liquid, brake and pump unit drive means including a iluid actuated clutch connecting said unit to said vehicle wheels, said iluid actuated clutch having a driving portion and a driven portion, said clutch having a fluid pressure actuating chamber constructed to cause engagement of said clutch driving portion with said clutch driven portion when said clutch chamber is supplied with pressurized fluid, said clutch driving portion operatively connected to at least one of said vehicle wheels for rotation at a speed proportional to said vehicle speed, said clutch driven portion nonrotatably secured to said combination disc brake and` centrifugal pump unit impeller, master cylinder means actuatable to generate fluid pressure in said combination disc brake and pump unit actuating chamber to exert a braking force on said impeller, a source of pressurized Huid, uid conducting means actuatable to selectively conduct said pressurized tluid to said clutch actuating chamber to thereby engage said clutch driving portion with said clutch driven portion, and master control means to actuate said conventional braking system and said auxiliary braking apparatus by actuating said fluid conducting means to drivingly connect said combination brake and pump impeller to at least one of said vehicle wheels by engaging said clutch and said master cylinder means to exert a braking force upon said impeller, and said conventional braking system driver operated control means to actuate said conventional braking system after said auxiliary braking apparatus has been actuated.

9. Braking apparatus for a powered vehicle having a` 'prime mover, a plurality of Wheels including driven Wheels, and drive means for transmitting power from said prime mover to said driven wheels, said braking apparatus comprising a continuous hydraulic circuit, a fluid reservoir in said circuit, a combination liquid cooled multiple disc brake and centrifugal pump unit in said circuit operable to pump liquid through said circuit, said combination brake and pump unit having a fixed housing with a plurality of discs nonrotatably secured thereto, a rotatable impeller with a plurality of impeller-brake plates nonrotatably secured thereto and rotatable therewith, and a fluid pressure actuating chamber receiving a piston operable to force said plurality of impeller brake plates into frictional engagement with said plurality of discs when said chamber is supplied with pressurized liquid, brake and pump unit drive means including a fluid actuated clutch connecting said unit to said vehicle wheels, said uid actuated clutch having driving portion and a driven portion, said clutch having a fluid pressure actuating chamber constructed to cause engagement of said clutch driving portion with said clutch driven portion when said clutch chamber is supplied with pressurized fluid, said clutch driving portion operatively connected to at least one of said vehicle wheels for rotation at a speed proportional to said vehicle speed, said clutch driven portion nonrotatably secured to said combination disc brake and centrifugal pump unit impeller, master cylinder means actuatable to generate fluid pressure in said combination disc brake and pump unit actuating chamber to exert a braking force on said impeller and to generate fluid pressure in said clutch actuating chamber to thereby engage said clutch driving portion with said clutch driven portion, and master control means operable to actuate said braking apparatus by actuating said master cylinder means.

l0. Braking apparatus for retarding the rotation of a rotating shaft, said braking apparatus comprising a normally unactuated kinetic absorption means for absorbing kinetic energy generated by the rotation of said shaft when said kinetic absorption means is actuated, said kinetic absorption means including a continuous fluid circuit, a positive displacement pump to circulate fluid through said circuit, said pump having a drive shaft, connecting means between said pump drive shaft and said rotating shaft, uid operated disengaging means to render said positive displacement pump inoperative to circulate uid through said circuit while said first named shaft is rotating, resistance means in said circuit operable to increase the fiuid pressure in a portion of said circuit and thereby increase the resistance to rotation of said pump and exert a retarding force on said rotating shaft, driver operated control means to engage said fiuid operated disengaging means so that said pump circulates uid through said circuit, and conduit means connecting said portion of said continuous circuit and said fluid pressure operated disengaging means to thereby engage said fiuid operated disengaging means with a force proportional to the pressure of said fluid in said portion of said continuous circuit.

ll. Braking apparatus as set forth in claim which includes means to vent said conduit means simultaneously with the disengagement of said driver operated control means.

12. Braking apparatus for a vehicle having a plurality of wheels, said braking apparatus comprising a normally unactuated kinetic absorption means for absorbing kinetic energy generated by the motion of said vehicle when said kinetic absorption means is actuated, said kinetic absorption means including a continuous fiuid circuit, a positive displacement pump to pump fluid through said circuit, and resistance means in said circuit operable to increase resistance to rotation exerted upon said positive displacement pump and to increase fluid pressure in a portion of said circuit, drive means including fluid actuated disengaging means for operatively connecting said positive displacement pump to at least one of said vehicle wheels to thereby actuate said kinetic absorption means, and conduit means connecting said portion of said continuous fluid circuit and said fluid actuated disengaging means, said fluid actuated disengaging means being at least partially actuated by pressurized fluid from said portion of said continuous circuit when said resistance means is operated to increase the resistance to rotation exerted upon said positive displacement pump, said pressurized fluid from said portion of said continuous circuit causing said disengaging means to be more forcefully engaged due to the increased pressure of said pressurized fluid from said portion of said continuous fiuid circuit communicating with said fluid actuated disengaging means through said conduit means and exerting a pressure on said fluid actuated disengaging means proportional to the pressure of said fluid in said portion of said continuous circuit.

13. Braking apparatus for retarding the rotation of a rotating shaft, said braking apparatus comprising a normally unactuated kinetic absorption means for absorbing kinetic energy generated by a the rotation of said shaft when said kinetic absorption means is actuated, said kinetic absorption means including a continuous fluid circuit, a positive displacement pump to circulate fluid through said circuit, said pump having a drive shaft, connecting means between said pump drive shaft and said rotating shaft, fluid operated disengaging means to render said positive displacement pump inoperative to circulate fluid through said circuit while said first named shaft is rotating, a fluid reservoir to maintain fluid in said circuit, Valve means in said circuit operable to increase the pressure of said fluid in a portion of said circuit and thereby increase the resistance to rotation of said pump, and second fluid actuated control means to engage said fluid operated disengaging means with a force proportional to the pressure of said fluid in said portion of said continuous circuit.

14. Braking apparatus for retarding the rotation of a rotating shaft, said braking apparatus comprising a positive displacement pump having an inlet and an outlet, said positive displacement pump having a rotatable impeller connected to said rotating shaft for rotation therewith and a housing having a movable wall adjacent to said impeller, said pump operable when said movable f wall is urged against said impeller to circulate uid from said inlet to said outlet, said positive displacement pump being inoperative to circulate fluid through said circuit when said movable wall is spaced from said impeller, a tank connecting said pump inlet, a modulating valve having an inlet port, an outlet port, and a control port, a hydraulic motor, fiuid pressure operated means to move said pump housing side wall against said impeller, conduit means connecting said pump outlet to said hydraulic motor, said valve inlet port, and said uid pressure actuated means, a heat exchanger, a fluid reservoir, second conduit means connecting said valve outlet port and said heat exchanger, fluid reservoir and said tank, a manually controlled fluid pressure generating means, third conduit means connecting said manually controlled fluid pressure generating means to said fluid pressure operated means and to said valve control port, said manually controlled fluid pressure generating means operable to actuate said fluid pressure operated means so that said pump circulates fluid therethrough and actuates said valve means to modulate the flow of fluid through said valve outlet and thereby increase the pressure in said first conduit means and increase the resistance to rotation of said pump impeller.

l5. A modulator valve comprising a housing having a chamber, an inlet port, and an outlet port, said chamber having a passageway communicating with said inlet port and an 4annular passageway communicating with said outlet port, a valve member slidably positioned in said chamber and movable axially into a valve closed position whereby said valve member is in overlying relation with said annular passageway to thereby close said valve outlet port, spring means in said chamber urging said valve member away from said second annular passageway, said housing having a longitudinal bore, a control port communicating with said bore, a piston movable axially in said bore, a rod positioned in said bore and having one end abutting said valve member and the other end connected to said piston so that movement of said piston toward said vaive member moves said valve member toward a closed position, and pressure actuated means to move said rod axially relative to said piston above a predetermined pressure in said4 chamber to thereby open said valve member above a predetermined iiuid pressure in said chamber.

16. a modulating valve as set forth in claim 15 in which said housing has a second bore with a shuttie valve slidably positioned therein, a second passageway connecting said first passageway with said second bore to conduct pressurized uid from said chamber to said bore, a third passageway connecting said second bore to said chamber on the opposite side of said valve member as said outlet port, a fourth passageway connecting said second bore iand a second outlet port, said shuttle valve arranged to alternatively connect said third passageway with said second passageway to thereby subject 224 said valve member opposite side to pressuxized fluid from said chamber or connect said third passageway with said fourth passageway and vent the pressurized Huid from said chamber behind said valve member, spring means urging said shuttle valve to a vent position, and fluid pressure actuated means to move said shuttle valve against the force of said spring means to a pressure position.

References Cited in the tile of this patent UNITED STATES PATENTS 1,348,604 Titus Aug. 3, 1920 1,694,020 Price Dec. 4, 1928 1,735,529 Dey NOV. 12, 1929 1,756,904 Jack Apr. 29, 1930 1,987,273 Strigl Jan. 8, 1935 2,047,587 Laramore July 14, 1936 2,241,189 Dick May 6, 1941 2,413,162 Ackerman Dec. 24, 1946 2,782,878 Hancock Feb. 26, 1957 2,786,553 Boone et al. Mar. 26, 1957 2,342,231 Pepper July 8, 1958 2,933,158 Pitts Apr. 19, 1960 2,963,117 McGill Dec. 6, 1960 3,018,979 Parks Jan. 30, 1962 

1. AUXILIARY BRAKING APPARATUS FOR A DRIVER CONTROLLED VEHICLE HAVING A PLURALITY OF WHEELS AND A CONVENTIONAL BRAKING SYSTEM FOR THE WHEELS INCLUDING, FIRST CONTROL MEANS TO ACTUATE SAID AUXILIARY BRAKING APPARATUS AND SECOND CONTROL MEANS TO ACTUATE SAID CONVENTIONAL BRAKING SYSTEM, SAID AUXILIARY BRAKING APPARATUS COMPRISING A NORMALLY UNACTUATED KINETIC ABSORPTION MEANS COMPRISING A CONTINUOUS FLUID CIRCUIT, A PUMP IN SAID CIRCUIT ARANGED TO CIRCULATE FLUID AROUND SAID CIRCUIT, SAID PUMP HAVING A DRIVE SHAFT, CONNECTING MEANS BETWEEN SAID PUMP DRIVE SHAFT AND SAID ROTATING SHAFT, FLUID OPERATED DISENGAGING MEANS TO RENDER SAID PUMP INOPERATIVE TO CIRCULATE FLUID THROUGH SAID CIRCUIT WHILE SAID SHAFT IS ROTATING, RESISTANCE MEANS IN SAID CIRCUIT TO INCREASE THE RESISTANCE TO ROTATION OF SAID PUMP DRIVE SHAFT AND THEREBY EXERT A RETARDING FORCE ON SAID ROTATING SHAFT, SAID FIRST CONTROL MEANS OPERABLE TO ENGAGE SAID FLUID OPERATED DISENGAGING MEANS SO THAT SAID PUMP CIRCULATES FLUID THROUGH SAID CIRCUIT AND OPERABLE TO ACTUATE SAID RESISTANCE MEANS TO THEREBY 